Perhaps I should have taken more time with my original answer, but oh well, let me clarify a couple of points…
EWR757 made the following comments: “All airports that have terrain considerations will require a special engine out procedure (i.e. non standard profile) for said airport. It is mandatory they are briefed prior to each departure. These profiles are listed as special addendums to our Jepp pages. In theory, these special profiles should not give you an EGPWS warning after departure if flown correctly.”
That is absolutely correct. For you airline guys, airport analysis will have a special departure procedure, if the required climb gradient is too steep, that will give a route that will guarantee obstacle clearance. Even though the Takeoff & Obstacle DP on the back of the Jepp says to climb straight out or make a left or right turn, the Special DP might be an opposite turn. Please keep in mind that the airport analysis is specific to each aircraft and takes into account a multitude of factors, like single engine service ceiling, etc.
For us non-airline types, we’ve got to pretty much fend for ourselves when operating at airports whose departure procedures require something other that the standard TERPS gradients. We usually have no choice but to comply with the published SID or Takeoff & Obstacle Procedure. They can be quite complex and convoluted, but it is imperative that they be flown precisely if you want to keep from putting your nose into the dirt when departing these airports under IFR conditions. Typically, our only option is to reduce our weight until we are light enough to meet the published minimum climb gradient.
As an example, departing IFR out of Aspen, CO (KASE) on RW33 via the Aspen Two Departure requires a climb gradient of 950’ /NM to 12,000’ MSL. This departure is basically a slight right turn after takeoff followed by a straight out climb. The Lindz Four Departure is somewhat more manageable with a required climb gradient of “just” 460’/NM to 14,000’ MSL. However, this procedure is pretty complex, involving the interception of an offset back course LDA then the interception of a radial off of the DBL VOR. The published Takeoff & Obstacle DP is similar to the Lindz Four Departure. As far as departing from RW15, forget it. Only the Space Shuttle would have the climb gradient necessary.
Any of these procedures has the possibity of setting off the EGPWS if you only achieved the minimum clearance provided by the TERPS procedures. Speaking of TERPS, those of us operating in the U.S., Canada, Mexico, and (I believe) Chile are fortunate, TERPS takes into account the loss of performance as the result of an engine failure when developing the departure procedures. As far as the rest of the world goes, ICAO does not consider engine failure or any other aircraft emergency after V1 in the construction of departure procedures. Again, you international airline guys have Airport Analysis to bail you out, the rest of us have to work it out for ourselves.